Rail.



C. P. WEEBER.

RAIL.

APPLICATION FILED APRA?, 1912.

Patented Oct. 28, 1913 19E/muws: Q 9.

CHRISTIAN F. WEEBER, OF ALBAN Y, NEW YORK.

. RAIL;

Specification of Letters Patent.

Patented-octies,,1913.

Application filed April 17, 1912. Serial'No. 691,862.

To all whom t meg/'concern- Be it known that I, CHRISTIAN F. WEE- BER, a resident of Albany, in the county of Albany and in the State of New York, have invented a certain new and useful Improvement in Rails, and do hereby declare that the following is a full, clear, and exact de- I scription thereof.

My invention relates especially to rails which` are adapted-toibo used in building railroads..

In the case of rails hitherto used, the usual type of rail has been constructed by laying' a series of rail sections one after another in alinement, and securing the adjacent ends of the sections together by means of lish-plates havingr bolts passingventircly through the fish-plates and through the rails. When the rails are laid in this manner, it is necessary to leave a considerable space'between the rail ends in order to allow for eX- pansion with the rise in temperature of the rails. This manner of construction necessarily leaves a small depression between the adjacent ends of any two rails. This depression, under'the continual hammering' of the rolling-stock, becomes deeper and deeper until the rail ends Inu-Sir of necessity, be ground away to make the depression gradual or until the rails are replaced. The presence of depressions of this character has a very detrimental effect upon the condition of the rolling-stock as the continual vibration and hammering.;` in quick succession tends to loosen the various parts of the rolling-'stock and eventually cause break'ages which may be the cause of serious accidents and require extensive repairs. Not only is this the case,^'but the continual jarring produced in this manner is a source' of very great discomfort to pensons riding over railroads built in this manner. Furthermore, there is Aa. tendency, when railroads are built in this way, especially where the railroad is not used very frequently, to cause the rails to be cemented together with the sh-plates,

O owing,Y to the rusting action of water upon the joints. When the rails have become cemented to,frether` there is very great danger of accident to passing trains owing' to the fact that expansion of rails cemented to- ,qetl'ier in this way is impossible, and, as a consequence, the rails spread. Again, there is a continual tendencyv for the bolts passing through the rails and lish plates to become loosened, owing to the continual vi brat-ion, until finally enough of the bolts have been jarred iout of place to permit the rail ends to become displaced. In order to avoid some of these disadvantages, a type of construction has been used in which the rail ends are welded together. This form of construction is very disadvantageous, however, in View of the fact that there is no room for expansion in case of an increase ofthe temperature and owing to the fact that, as a consequence, accidents are likely to result. Furthermore, a railroad constructed in this manner is very diilicult to repair. In both of these forms of construction, however, it

leration of trains ywhen it is found advisable to replace one of the rails with a nen7 rail.

Iiy means of my invention, Iavoid all of the disadvantages above referred to. In

carrying out my invention, I avoid the occurl-ence of any depressions in the rails which could cause vibration or hammering. l. also entirely avoid the use of bolts. There is, furthermore, a total absence of danger of the rails becomingr cemented together, and the railroad may be repaired at any time by substituting new rails without the necessity ot discontinuing the operation of trains.

While my invention is capable of embodiment in many di'ii'erent forms, I have, for the purposes of illustration, shown only certain modifications thereof, these modifications beingr shown in the accompanying dra wings, in which-'- Figure 1 is a plan view of a railroad made in accordance with my invention; Fig. 2 is a vertical section of one of the composite rails; Fie'. 3 is a similar section of the form of my invention shown in Fig'. '2 but equipped with an angle iron for street-car purposes; F in. 4 is a vertical section of another form of rail made in accorda-nce with my invention; Fin'. 5 is avcrtical section of a further form; Fig. 6 is a side elevation of one of the locking straps used at the rail ends; Fig. 7 is a plan view of the rail sections at a ioint, and ot' the .strap for connecting the rail ends; Fig. 8 is a side elevation of Fig. 4.

In the form of my invention shown in Figs. l and 2, I provide a road bed l having located therein a series of ties 2 which may be ot any desired construction. The ties 2 carry two lines ot rails 3 in the usual way, each of the lines of rails 3 being constructed of a plurality of rail sections 4.

The ends of the' several rail sections may be squared or beveled as may be desired. All ot' the rail sections it are constructed exactly alike, but any one lin-e of rail is produced by layinga pair ot the rail sections 4f. side by side with their supporting bases directed in opposite 'directions and so that the rail sections on one side extend to the middle of the rail sections on the other side, as shown in Fig. 1. By locatingl the rail sections in this manner, there is not at any point alongr the line a continuous joint extending entirely across one line of rails. Each of the rail sections may be constructed as shown in Fig; 2, with a head 5, a web 6 and a base 7. Between the base 7 and the web 6, there is a flange or shoulder S extending in the opposite direction to that of the base '7. Preferably. though not necessarily, the bases 7 of the rail sections are supported directly upon the ties 2.

In order to hold the rail sections together,

I provide a number oit locking straps 9,.

made of single orgings, each of which has at the time it is applied to the rails and before being locked in position, a pair of upwardly and preferably outwardly directed ears 10, a flat upper surfaceV 11 to receive the base portion 7 of the rail sections, and av central tongue 12. In the form of my in vention shown in Fig. 2, the locking straps are provided between the tongue 12 and the flat surface 11 with shoulders 13 .to receive and support the flanges 8 located upon the rail sections. The use of the shoulders makes the central portions of the straps much stronger. Said flanges 8 fit directly over the shoulders 13 and fill in the space lel't between said shoulders and the top of the tongue 12. '.lhese locking straps are preferably ap-plied to the rails between every other pair ot' ties, though they may be applied more frequently or less frequently or in any other desired manner, provided they are use d for holding the rail sections in position. After the straps 9 have been applied to the rail sections L1, the upwardly directed ears l0 are turned inwardly over the edges of the rail bases 7, thereby locliiiig the rail sections permanently in position.

As shown in Fig. 6, locking straps 14 might be used instead of those previously described, the locking straps 14 being constructed inthe same manner as those already described, but omitting the shoulders 13. tail sections which are used in connection with straps of this character might be constructed the same as those already described or mightbe so constructed that the shoulders 8 are on the saine level with the bases 7. -For securing the rail ends together, I provide special locking straps 11a having bifurcated ends, so as to produce at each end of the strap a pair of ears 14h,

separated by a recess 14C. Each of the rail' sections is provided with a notch 14d at one end of the rail sect-ion to receive one of the ears 111b when it is bent over the edge of the rail base. It will be noted that the i'ail sections are laid so that one notched end of a rail section is adjacent to an unnotched end of the adjacent rail section. Bytl'ii.` means, the proper expansion of the 'rails with increases of temperature is not inter- .tered with. Rails constructed in this mainer may be readily adapted for street-car lines by attaching to one side of the line of rails a horizontal bracket 15 by means of bolts 16, as shown in Fig. 3, or in any other desired manner. The brackets 15 are applied only to prevent the formation of ruts in the city. streets. There is no pressreproduced upon the brackets 15 by the operation of the railroad and the passage of the rolling-stock over the iails.

As shown in Fig. Ll, I have provided another modification of my invention in which the rail is constructed of a plurality of rail sections 16 having heads 17 and bases comprising outwardly diiected flanges 18, and inwardly directed flanges 19. The composite rail rests upon the outwardly directed flanges 1S and the flanges 19, which together with the head 17 fOr-m an internal channel or recess 20 for receiving a locking har 21 which is inserted in sections between the rail sections. As indicated in Fig. 8, the rail sections are arranged so that the sections on one side have round holes 22 for receiving bolts 23, while thc rail sections on the other side are' provided with slots 24 to receive said bolts. This method of connecting the rail sections together will permitan ample amount of expansion with the increases in temperature. ,The modification shown in Fig. 5 is constructed in the same manner as the modification shown in Fig. 4. except that instead of providing the squared channel 20 for receiving the rectangular bar or bars 21, there is provided a circular channel 25 for receiving, in sections, a series ot longitudinal round rods 2G. In both ot these modifications shown in Figs. 1 and 5, the bases of the' rail sections are clamped together by means of locking straps 27 lo- :ated at intervals along the rails, and arranged so that their ends 28 are bent over the edges of the flanges 18. t

In the operation of my invention, the torni shown in Figs. 1 and 2 is put together in the manner which has already been described. When a train passes over a line of raili vad constructed in this manner any downward movement of the rail sections on one side would tend tocause simultaneously therewith, a lateral movement of the rail sections. limited by the consequent upward movement of the attached rail bas'e 7, and by the lat- This lateral movement would be normas consequently, a certain degree of cushioning eifectin rails constructed ,in this manner. The action of the modifications shown 1n Figs. d and 5 is substantially the same, al`

are connected together in though the parts y 'a somewhat different manner. Owing to the fact that the base of the composite rail is, in its total width, much Wider than the bases of rails previously used, afnucli more stable and stronger construction results.

By the use of my invention it will be seen that any depressions which may be vlocated between the ends of adjacent rail sections will not result in the vibration and hammering of the rolling-stock, owing tothe factl that there is an overlapping rail section which overlaps in every instancg the two ends of the adjacent rail sections located alongside thereof. There is, furthermore, no tendency for the parts at any time to become cemented together, owing to the fact that there is to some extent a relative movement vertically between the heads 5 of the rail sections which are located alongside of each other. This continual movement would prevent any cementation between the contiguous rail sections located alongside of each other. At the same time, rails constructed in this manner are so arranged as to allow ample expansion and contraction in case of changes of temperature. Should one rail section become broken there is no danger of an accident to a passing train, owing to the fact that the remaining section will carry the Y.train over the lace where the rail section is broken until time has been lgivei'i to-replace the broken section by a new one. Furthermore, the replacing of of the 'train service.

the 'broken section can be carried out without any necessity for stopping the operation Rails made in `this manner may be very easily constructed, owing to the fact lthat all the rail sections are et exactly the same shape. The rail sections are, furthermore,v so constructed that they may` be rolled without difficulty in a rolling mill, there being no sharp in- ;ernal angles which might'be ditlicult to crm.

The form of my invention shown in Figs.

l'and 2 is particularly advantageous because of the fact that it dispenses with the use of bolts and nuts.

While I: have described my `invention above in detail, I wish it to be understood that many changes may be made therein without departing from the spirit of my invention; y

hfclainrf LA composite rail comprising rail secp in g the rail tending ov'er the outer edges of the rail` bases. t 2.. A composite rail comprising raily sections placed side by side and a strap binding the rail sections together by having its ends turned over the edges of the rail bases, said sections having qlanges extending into recesses in the strap.

3. Acomposte rail comprising rail sec.- tions placed side by side and a strap eX- tending over the outer edges of the rail bases and binding the rail sections toffether, said sections having inwardly directed langes extending into recesses in the strap.

d. A composite rail comprising rail sections plaoed side by'side and a strap binding the rail sections together by having its endsturned over the edges of the rail bases, said sections having inwardly directed flanges extending into `recesses in the strap.

5. A composite rail`comprising rail sections placed side by side and a strap binding the rail sections 4together,fsaid sections having inwardly and outwardly directed -langes extending into recesses in the strap.

6. A composite rail comprising rail sections placed side by sidel and a strap binding the rail sections together by having its ends turned over the edges or' the rail bases, said sections having inwardly and outwardly directed flanges extending into recesses in the strap.

T. A composite rail comprising rail sections placed side by side and a strap extending over the outer edges of the rail bases and binding the rail sections together, said sections haring inwardly directed flanges c'xending into recesses located over elevated shoulders in the strap.

8. A composite rail comprising rail sections placed side by side and a strap bindsections together byhaving its ends turned over the edges of the rail bases, said sections having inwardly directed tlangesextending into recesses located over elevated shoulders in the strap.

9. A locking strap for rails comprising a forging having a recess to receive a rail and an end adapted to bent over to lock the rail in position. 10. A locking strap for rails comprising a forging having recesses to receive rail sec` tions and ends adapted to be bent over to lock the sections in position.

ll. A rail having a notch near its end anda locking strap for the rail, comprising a bar having an end adapted to be bent over to engage said notch.

12. A locking strap for rails comprising a forging having biiurcated ends adapted to be bent over to secure the rails in position.

13. The combination of a rail, comprising rail sections placed side by side, each of said sections having both an inwardly projecting lange and an outwardly projecting base, and an integral fastenin adapted to engage both of said anges an both of said bases for fastening the rails togetheri 14. A composite rail comprising rail sections placed side by side andoverlapping one another, said sections having their entire supporting surfaces located at the side of the upper traction surface of the composite rail, the supporting surfaces being .located directly upon the ties, and binding CHRISTIAN I". WEEBTER Witnesses J. FREUDENVOLL, L. BRODERICK. 

